Driving Aston's manual-trans V12 Vantage is 'a buttock-clenching experience', says Top Gear's Jack Rix.
MUCH HAS BEEN MADE by motoring writers and sports-car idealists of the apparently inevitable — and wholly lamentable — demise of the manual transmission. The use of a stick-shift, say its adherents, creates a connection between driver and machine that cannot be replicated by any sort of automated gearbox — like the seven-speed servo-actuated manual that has heretofore stood between the Aston Martin V12 Vantage S's mighty engine and its rear tyres. That changes this year, as Aston rewards the purists with something new — or, rather, something old: the freedom of choice.
But is self-shifting all it's cracked up to be, really? Does the Vantage's last hurrah prove that the manual transmission is at last ready to go the way of the carburettor?
When you spend any time with the Aston Martin Vantage, you hear the world "analogue" evoked fairly often. And it's intended as a compliment — analogue like a vinyl LP or an Hermes 3000 typewriter, rather than analogue like a rotary-dial telephone or an abacus. But praise or not, there's no denying that this handsome two-seater — which debuted as a series production model back in 2005 — is a Methuselah among sports cars. To its credit, however, Aston has done plenty to keep the car relevant, with a steady roll of special editions, wacky paint schemes and glinty tinted carbon bits. And power. Stuffing the corporate 6-litre V12 under the Vantage's bonnet has turned a lithe and approachable sport car into a scary, yowling monster.
This year, in its final act analogue-isation for the vintage Vantage (before a replacement arrives for the 2018 model year), Aston has attached a seven-speed manual gearbox to the V12 Vantage S's 565-horsepower engine. As it is in cars like the Porsche 911 and the Chevrolet Corvette Stingray, a seven-speed stick is a tasty proposition on paper. But the Aston transmission uses a dog-leg shift pattern — in which first gear sits off by itself and gears two through seven form a double-H. Despite the layout's motorsport history, it's a questionable arrangement for real-life driving, as TopGear.com's Jack Rix discovered during some recent seat time with the V12 Vantage S. "Aston claims it 'ensures the gears used most frequently are located in a double ‘H’ pattern like that of a conventional six-speed manual', but that’s simply not true," says Rix. "I guarantee, unless you live on a motorway and never encounter traffic, you’ll use first more than sixth or seventh."
And yet, this ultimate Vantage still charms: "Get it right and the 565bhp V12 Vantage S is as intoxicating as ever."
Further thoughts thoughts on this most hairy-chested of Astons:
On the power:
There are seven gears to choose from, but you really only need one. With six litres of V12 and 457lb-ft of torque under your right foot, it’s quite happy to pull away in second — a ratio that takes you to precisely 70mph if you keep it pinned. Problem is, you’ll probably want to change gear at some point – for reasons of fuel consumption, noise and the longevity of your engine – and that’s when things start to go south.
On its sound and fury:
The bark from the exhausts on start-up is deeper and richer than any turbo car can muster – as is the baleful howl as you pile on the revs. Balance the power delivery with available grip perfectly and you’ll see off 0-60mph in 3.7 seconds. Take your brave pills and it’ll hit a 205mph top speed.
On its appearance:
We’ll leave you to decide whether yellow lipstick and wing mirrors are your thing (don’t worry – they’re a no-cost option), but it’s still a remarkably beautiful shape. Proper stop-and-stare stuff.
On its lasting appeal:
This is still a hugely desirable thing, despite its imperfections, and a testament to just how capable Aston is at wringing every last drop from an ageing line-up. The Vantage launched 11 years ago, don’t forget, but next year there will be a new one. It will be faster, more high tech, and with fewer foibles, but chances are it won’t have the same raw appeal. This is one of the world’s last truly analogue supercars and it deserves to be celebrated.
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